Brake control apparatus



April 10, 1951 G. T. Mcc ET AL 2,548,674

v BRAKE CONTROL APPARATUS Filed Dec. 30, 1948 3 Sheets-Sheet 1 Ital .1513. 2

FIQST SERVICE SERVICE RUNNING LAP EMERG RELEASE 155 142 152 1 185 INVENTORS Erik G. Ersan Glenn T lvieGlure I UWd. ATTORM'Y April 1951 I G. T. MCCLURE ET AL 2,548,674

BRAKE CONTROL APPARATUS Filed Dec. 50, 1948 3 Sheets-Sheet 2 06 as i 97 5 as 9 Ilg. 1A

E19 Z 111 Lop 114 128 Freig h1- 140 142 142 Z11 212 141 INVENTORS Erlk G. B1 801? BY Glenn TMcClure Ap 10, 1951 G. T. M'CCLURE ET AL 2,548,674

BRAKE CONTROL APPARATUS Filed Dec. 30, 1948 3 Sheets-Sheet 3 r. LE 113.113

Z27 J 2'50 [UL J\ i II II INVENTORS .E'ruk G.Erso'n; Glenn IMG CZurQ ATTORNEY Patented Apr. 10, 1951 UNITED STATES PATENT OFFICE BRAKE CONTROL APPARATUS Glenn T. McClure, McKeesport, and Erik G.

Erson, Wilkinsburg, Pa., assignors to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application December 30, 1948, Serial No. 68,336

32 Claims. 1

This invention relates to fluid pressure brake equipment for railroad locomotives, and more particularly to the type embodying automatic train speed control equipment and automatic safety control equipment.

The principal object of the invention is to provide an improved brake equipment of the above type.

Another object of this invention is to provide an equipment of the above type which is readily adaptable to provide any one or all of the features of automatic train speed control equipment or automatic safety control equipment without disturbing the piping connections or greatly modifying the equipment.

Another object is to provide a single basic brake equipment which may be readily applied to any type of locomotive.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Figs. 1, 1A and 13, when taken together and placed side by side, is a diagrammatic view, mainly in section, of a locomotive brake equipment embodying the invention; Fig. 2 is a diagrammatic development view of a rotary valve and a rotary valve seat of a brake valve shown in Fig. 1; and Fig. 3 is a diagrammatic development view of a rotary valve and rotary valve seat of a selector valve device shown in Fig. 1A.

DESCRIPTION OF PARTS As shown in the drawings, the locomotive brake equipment comprises a brake pipe I, an automatic brake valve device 2, an independent brake valve device 3, a selector valve device 4, an over speed magnet valve device 5, a sanding valve device 6, an interlock valve device 1 and a deadmans foot valve device 8.

The brake equipment further comprises a brake cylinder device 9 under the control of a brake controlling valve device acting through the medium of a relay valve device II to control the brakes on the locomotive. As will appear in the following description, there are associated with the above equipment for cooperation therewith a plurality of reservoirs, check valves and the like.

The automatic brake valve device 2 is provided for the engineman to control the brakes on the locomotive automatically through the medium of the brake pipe I and its operation is substantially the same as the automatic operation disclosed on January 25, 1938. Consequently only so much of the operation as is necessary to a clear understanding of the present invention will be described.

As shown in Fig. 1 of the drawings, the automatic brake valve device 2 comprises a pipe bracket [2 upon which is mounted a rotary valve seat portion l3 which supports a rotary valve casing portion I4 and which are rigidly secured together by the usual bolting means (not shown). The rotary valve casing portion l4 has a bore I5 which at its upper end is open to a rotary valve chamber [6, which chamber may be connected by way of a port I! in the casing and a passage [8 in the pipe bracket l2 to a feed valve device IS. The feed valve device l9 operates to supply fluid under pressure from a main reservoir 20 in a manner determined by the positions of a plug valve 21 in a selector cook 22 as set forth in Patent No. 2,424,480, issued to G. T. McClure on July 22, 1947, and will not be described herein.

In chamber I6 there is provided a rotary valve 23 and extending into said chamber and having actuating engagement with said valve is an operating shaft 24. The rotary valve 23 is provided to enable the engineman to control the brakes on the locomotive and a train on the usual automatic principle through brake pipe I and accordingly is rotatable by the engineman to a number of different control positions, namely, release position, first service position, lap position, service position, and an emergency position as illustrated in Fig. 2 of the drawings.

The shaft 24 extends into the lower end of a sleeve 25 which is journaled at one end in the casing portion l4, said sleeve having a driving connection with said shaft. Intermediate its ends the sleeve 25 is provided with a pair of oppositely arranged openings 25a. A brake valve handle 26 for rotating the shaft 24 to its various brake controlling positions extends through these openings 25a and is provided at its inner end with a hook 21 which is arranged to hook under a pin 28 secured in the sleeve 25 and extending across the mouth of the inner opening in said sleeve.

A plunger 29 is slidably mounted in sleeve 25 beneath the brake valve handle 26 and is urged into sliding engagement with a roller 30, rigidly mounted on said handle, by a spring 3| which is compressed between the sleeve and the plunger. 7

A plunger 32 is slidably mounted in the sleeve 25 above the handle 26 and is provided with an upwardly extending pin 33 which engages a in Patent No. 2,106,483, issued to Ellis E. Hewitt safety control valve 34. The valve 34 is con:

tained in a chamber 35 which is connected to a passage 36 and also contains a spring 31 which at all timesurges said valve toward its seated position in which it is shown in Fig. 1 of the drawings. When the brake valve handle 26 is held depressed by manual pressure against the pressure of spring 3i in the position shown, the spring 31 is permitted to seat the valve 34. Upon removal of manual pressure from the valve 26 the spring 3! is adapted to move the handle in a clockwise direction about the pin 28 to urge the plunger 32 in an upwardly direction and move the valve 34 away from its seat so as to connect chamber 35 to a chamber 38 within the plunger, which chamber 38 is open to atmosphere by way of passage 39 and a whistle 4B. 4

The fit between the sides of openings 25a in sleeve 25, through which handle 26 extends, and said handle is such that upon movement of the handle in a horizontal. plane the sleeve and thereby the shaft 24 will be turned with the handle.

The automatic brake valve device 2 further comprises an emergency application valve device 4| and a combined equalizing discharge valve device and maintaining valve device 42, the devices 4! and 42 being adapted to be mounted on the side of the pipe bracket [2 by any suitable bolting means (not shown).

As will hereinafter more fully appear, the brake application valve device 4! is provided for the purpose of eiiecting an emergency application of the brakes in the event of an adverse operating or trafiic condition, which may be either an overspeed condition or an adverse safety control condition. The emergency application valve device 4| comprises a casing containing two pistons 43 and 44 positively connected together in spaced relation by a stem 45 and slidably mounted in suitable coaxially arranged bores in said casing, the piston 43 being of greater area than piston 44. The piston 43 has at its outer face a chamber 46 which is connected by a passage and pipe 47 to the interlock valve device L On the opposite or outer face of the piston 44 there is provided a valve 48 adapted to engage an annular seat rib 49 for closingcommunication between a chamber 50 provided around said seat rib and an atmospheric vent port Between pistons 43 and 44 there is provided an-annular chamber 52 which is connected adjacent to piston 44' with the pistons in the position shown,-by way of a passage and pipe 53 to the brake pipe 4. The chamber 52 is connected adjacent the larger piston 43 to a passage 54 which leads to a brake pipe charging cavity 55 in the rotary valve 23 when said rotary valve is in the position shown and also leads to the combined equalizing discharge valve device and maintaining valve device 42. The pistons 43 and 44 are adapted to be moved from the position shown in an inwardly direction to a brake pipe venting position defined by the engagement of a seat rib 43a of the piston 43 with a gasket 56, in which position piston 44 is adapted to be disposed inward relative to the passage 53 so as to connect said passage to chamber 50 and thereby to the atmospheric vent port 51. In chamber 46 there is a spring 5611 acting on pistons 43 and 44 for urging and normally holding said pistons in the outer position in which they are shown.

The combined equalizing discharge valve device and maintaining valve device 42 comprises an equalizing piston 5'! having at one side a chamber 58 which is connected to a. passage 59 leading to a passage 64. The passage 60 at one end 4 is connected to a pipe 6| leading to an equalizing reservoir 62 while the other end of passage 68 terminiates at the seat of the rotary valve 23.

At the opposite side of the equalizin piston 51 there is provided a chamber 63 which is connected to a branch of the passage 54 leading to the emergency application valve device 4|.

The equalizing piston 5'! is provided with a stem 64 extending through the chamber 63 and having its end slidably mounted and thereby guided in a suitable bore provided in the casing. A bell crank 65 in chamber 63 is rockably mounted on a pin 66 secured in the casing. The end of one arm of this bell crank is disposed in a recess 6? in the equalizing piston stem 64 for movement by and with said stem. At one side of this arm is provided a maintaining valve 68 having a stem extending into operative alignment with said arm. The maintaining valve 68 is contained in a chamber 69 and is provided for controlling communication between said chamber and the chamber 53. A spring in in chamber 69 acts on the valve 68 for seating the same, while the equalizing piston 51 is operative upon movement from a normal position shown in the direction of the right hand to actuate the bell crank 65 to unseat said valve.

A brake pipe discharge valve H slidably mounted in the casing is provided for controlling communication between chamber 63 and a brake pipe discharge passage '12, said valve being operatively connected to the other arm of the bell crank 55 whereby upon movement of the equalizing piston 51 in the direction of the left hand, as viewed in the drawing, said bell crank will unseat said valve. A spring 13 acting on discharge valve H is provided for seating same when bell crank 65 and equalizing piston 61 are in their normal positions shown, under which conditions the maintaining valve 68 is also seated by the spring 1!].

The foot valve device 8 comprises a casing containing a flexible diaphragm 14 adapted to cooperate with a valve seat to control communication between a pipe 16 leading to the passage 36 in the brake valve device 2 and a pipe 11 leading to the interlock valve device 1. For controlling the position of the diaphragm 14 there is provided a bell crank l5 which is pivoted in the casing and which is provided with a horizontally extending pedal I9 adapted when subjectto foot pressure by the engineman to move the diaphragm '54 into sealin engagement with valve seat [5 for closing communication between the pipes 16 and H. A spring is interposed between the casing and the bell crank 18 for operating the bell crank upon release of foot pressure thereon in a direction away from the diaphragm 14 to permit said diaphragm to flex away from valve seat 75 and thereby open communication between the pipes 16 and TI.

The independent brake valve device 3 is similar to that disclosed in Patent No. 2,173,940 issued to E. E. Hewitt et al. on September 26, 1939, and comprises a casing having a chamber 84 containing an operating shaft 82 carrying a cam sleeve 83. The lower end of the shaft 82 is J'ournaled in the casing, while the upper end has a driving connection with a sleeve 84 which is also journaled in the casing and which carries at its upper end an operating handle 85. This handle extends through suitable slots provided in the opposite sides of sleeve 84 and the inner end of the handle is pivotally connected to a pin 86 carried by said sleeve, the sides of said slot cooperating with the handle to effect rotation of the sleeve 84 and thereby shaft 82 and cam sleeve 83 upon movement of the handle 85 in a horizontal plane. A plunger 81 is slidably' mounted in sleeve 83 beneath the handle 85 and is urged into engagement with said handle by a spring 88.

The cam sleeve 83 is provided at its lower end with a cam 89 for engaging a stem 88 of a cut-off valve 9| which is contained in a chamber 92, and in said chamber there is provided a spring 93 for urging said valve toward its seated position. Immediately above the cam 89 the cam sleeve 83 is provided with cam 94 which engages a plunger 95 of a self-lapping straight air application and release valve mechanism 96 which is operative by said plunger upon movement in the direction of the right hand to supply fluid to chamber 8I at a pressure depending upon the extent of such movement. Upon movement of plunger 85 in the direction of the left hand the operation of the valve mechanism 98 is adapted to reduce the pressure in chamber SI to a degree depending upon the extent of such movement. In the position in which the plunger 95 is shown the self-lapping application and release valve mechanism 86 is adapted to be conditioned to effect a complete release of fluid under pressure from chamber 8!.

7 Within the lower end of sleeve 84 there is mounted a member 97 adapted to turn with said sleeve and having a cam 98 provided for engagement with a stem 98 projecting from an application delay valve I88, said stem extending through a suitable slot provided in the lower end of said sleeve. The application delay valve IE8 is contained in a chamber IIlI and a spring 582 in said chamber acts on said valve for urging it to its seat. The delay valve Iilil isprovided for controlling communication between the chamber 38! and an atmospheric port I83.

In Fig. 1A the independent brake valve handle 85 and other parts of the independent brake valve device, just described, are shown in their release position, which they normally occupy. The handle 85 is movable from the release position in one direction into an application and release zone for operating the self-lapping straight air application and release valve mechanism 96 to supply fluid to chamber 8I at a pressure dependent upon the disposition of said handle in said zone. Upon movement of the handle back toward the release position, the application and release valve mechanism 98 is adapted to operate to vent fluid under pressure from chamber 8| to an extent depending upon the position of the handle with respect to the release position, and at the time the release position is obtained said mechanism is adapted to provide for complete venting of chamber BI. To accomplish this operation the cam 94 operating the plunger 95 is designed to vary the position of said plunger in accordance with the position of the brake valve handle.

It will be understood that the cam 89 is so designed that the cut-01f valve 9! will be maintained open during movement of handle 85 in the application and release zone, while the cam 93 for controlling the delay valve I88 will eiiect opening of said valve promptly upon movement of the handle out of a locking position, in which said handle is locked down, into release position and maintain said valve open in the appli cation and release zone. In other words, the valve 9| is closed only in the release position of handle 85 while the valve I88 is close-d in locking and release positions only.

Below the handle 85 there is provided a bail I04 over which the handle is adapted to turn upon I 28 is shown in Fig. 1A a cavity I38 in said rotary .valve connects a pipe and passage ISI lea-ding from chamber 92 in the independent brake valve device 3 to an independent application and re-- movement to its different positions. The bail I 84 is pivoted on a pin I in the casing of the brake valve device 3, and at a point remote from said pin is supported on a plunger I06 which is slidably mounted in the brake valve casing. The plunger its is carried by a spring I01 supported in a valve I08 which is contained in a chamber I89 open to the atmosphere through a vent port -I II'L. The valve I88 has a stem extending into a chamber III where it engages the fluted stem ofLan oppositely disposed valve II2 contained in a chamber H3. A spring H4 in chamber II3 acts on the valve IIZ for normally urging it to its seated position and for unseating the valve I88, as shown, and is of sufiicient strength to normally support the plunger I08 and bail I04 in the position shown through the medium of spring I01. 1

The handle 85 is adapted to be turned on pin 38 against the pressure of spring 88 on plunger 81' in a counter-clockwise direction into engagement with the bail I84 for effecting movement thereof in a downward direction, and this movement, acting through the plunger I86, and spring ISI, is adapted to effect seating of the valve I08 and unseating of the valve I I2 against spring I I4. The release of manual pressure, on handle 85 is adapted to permit operation of the springv II4 to seat valve I I2 and unseat the valve I88.

The selector valve device 4 comprises a casing having a chamber I25 which is connected by way of a passage I28 to a pipe I21 leading from the main reservoir 28 to chamber II 3 in the independent brake valve device 3. Contained in the chamber I25 is a rotary valve I28 having three different control positions, namely, a freight position for control of braking a long train such as .one composed of 50 or more freight cars, a lap I29 is operatively connected to the rotary valve I28 for turning same to its several positions.

In freight position in which the rotary valve lease pipe connection I32 for brake controlling valve device I8, an atmospheric port I33 in the rotary valve seat is blanked off a port I34 extends through said rotary valve, thereby connecting chamber I25 to a controlled emergency pipe connection I35 for the valve device It], a branch of which connection I35 leads to chamber IIJI in the independent brake valve device 3; a cavity I36 connects a pipe and passage I31, leading from the seat of the rotary valve 28 to the automatic brake valve device 2, to a passage and pipe I38 leading to a suppression reservoir I 39; and, a

cavity Hill connects a passage and pipe MI leading from the chamber III in the independent brake valve device 3 to an actuating pipe connection M2 for the valve device I8.

The interlock valve device! comprises a pipe bracket I45 on which are mounted by suitable bolting means (not shown) a cut-oft valve device I48, an application insuring valve device I41, an overspeed application valve device I48, and an overspeed suppression valve device I49. Since these valve devices are identical in construction,

it is believed that a description of valve device I46 'will be sufilcient for all and corresponding similar parts in the other valve devices mounted 7 on bracket I45 will be given the same numbers.

The cut-ofi valve device I46 comprises a casing between two sections of which is clamped at its periphery 'a diaphragm I50. At one side of the diaphragm I50 is a fluid pressure control chamber II while at the other side is a spring chamber I52 which is open to atmosphere :by way or a vent port I53. Contained in chamber I52 is a follower I54 for the diaphragm I50, which .follower has a stem I55 extending through said chamber and a suitable bore in the casing, with which said stem makes sliding and sealing engagement, and into a valve chamber I56. A spring I51 encircles the stem I55 and engages the follower in such a manner as to constantly urge said follower and diaphragm 150 upwardly toward the position in which they are shown in Fig. 1A.

Contained in chamber I56 is a'valve I58 slidablyg'uided by means of its fluted stem in a coaxial bo're I59 formed in a valve member I60, through which bore communication may be established between chamber I56 and 'a chamber I'6I. The valve I58 is operatively connected to the lower end of the stem l55 of the follower I54 and is adapted to be operated thereby to control the communication through the bore I59.

The valve member I66 is 'slidably 'mounted'in'a suitable bore in the casing of the valve device I46 and intermediate its ends defines an annular chamber I62 in said bore which may be connected to the chamber I6 I. Th'e'valve member I60 comprises a valve I63 contained in the chamber I6I and adapted -to control communication between chambers I6I and I62. Contained in the chamber I6I is a spring I64 which operatively engages the valve I63 so as to constantly urge said'valve toward its normal seated position shown in Fig. 1A of the drawings. As will hereinafter appear, valve I63 will be caused to be unseated when pressure of fluid supplied to control chamber I5I acting on diaphragm I50 will be sufficient to overcome the sequentially opposing pressures of springs I51 and I64.

Considering now the relation of valve device a I46 to the other valve devices embodying this invention, chamber I5I is constantly in open communication with chamber 'I6I in the application insuring valve device I41 by way of a passage I65. Chamber I56 is cut-'ofi valve device I46 is connected to chamber 46 in the emergency application valve device 4| by way of a passage I66 and pipe and passage 41, a branch of passage I66 leading to a check valve device I61 which permits flow only in a direction toward passage I66, and also leading to a choke I68 by-passing 'said check valve device, both said choke and check valve device being op'en'to a timing reservoir I69 by way of a branched conduit I10. Chamber I62 in the valve device I46 is connected to chamber I62 in the application insuring valve device I41 by way of a assage I1I which passage opens to an atmospheric port I12, to chamber I56 in valve device I48, to chamber I62 in'v'alve device I49, and to a choke I13 which is adapted to "restrict flow of fluid under pressure from a passage I14 leading to chamber I5I in valve *de-vice I49 "and'to a pipe and passage I-14'leading to the seat of the rotary valve 23 in the brake ifalve device 2. Chamber -I6I in the valve device "MG-is in constant open communication with diaphragm foot valve '8 by way of passage I and pip'e 11. :A branch of :passage I15 leads to chambe'r l 56 in the 'overspeed'suppression valve device 149.

brake controlling valve device 10.

' Referring now to application insuring valve device 141, chamber I5I is connected to the brake controlling valve device I0 by way of an emergency application pipe and passage I16, which pipe is adapted to be supplied with fluid under pressure from valve device I0 when an emergency application is effected. Chamber I56 in valve device I41 is connected by way of a passage I11 to a control pipe I18 which leads to the controlling valve device I0 and relay valve device II. This pipe I18 is adapted to conduct fluid under pressure from the valve device I0 to the relay valve device II to effect the operation of valve device II to supply fluid under pressure to the brake cylinder device 9 by way of pipe I19 and thus effect an application or the brakes.

Referring now to valve device I48, chamber I5I therein is connected by way of a passage and pipe I6I to an overspeed timing reservoir I82. Chamber I62 is in constant open communication by way of a passage I84 with chamber I6I in valve device I49. Chamber I 6I in valve device I48 is always open to-atmosp'here by way of passage I84a.

Upon referring to valve device I49 it will be seen that chamber I5I is connected to passage I14, chamber I56 is connected to passage I15 which is open to pipe 11 leading to diaphragm foot valve 8, chamber I62 is connected to passage I1I, which is open to atmosphere by way of vent port I12.

The sanding valve device 6 is of the same construction as the cut-off valve device I46 but in order to avoid confusion corresponding similar parts will be given difierentreference characters. A diaphragm I85 corresponding to diaphragm 'I 50 in valve device I46 has at one side a control chamber '586 which is connected to the chamber I5I in valve device I41 by way of pipe and :passage 516 which, as previously noted, is also the emergency application pipe I16 leading from the At the other side of the diaphragm I85 is a chamber I81, which is always open to atmosphere by way of a vent port 168. A'spring I89 isoperatively'mounted in chamber I31 so as to constantly urge a follower I90 for diaphragm I65 in an upwardly'direction.

.A valve I9I is operatively connected to the lower end of a'stem I02 of said follower and is disposed in a chamber I93, which corresponds to chamber I56 in valve device "I46 and is connected to main reservoir 26 by way'of apassage 21 and pipe 'I94. The stem of valve I9I is slidably mounted in a coaxialbore I through a valve'member I96 and is adapted to control communication between chamber I93 and chamber I91, to which said bore leads. The'valve member I 66 is slida'oly mounted in a suitable bore in the casing and comprises 'a valve I98 disposed 'in the chamber 591 which chamber is connected to a reservoir I99 by way of a passage and pipe NIL-said valve cooperating with said bore'to control communication between chamber -I 91 and an annular'chamber 2.6! defined in said bore'about a reduced portion of the valve member, the chamber 261 being connected to sanding pipe I63. A spring'202 operativelydisposed in chamber I01 constantly urges valve I98 upwardly toward its normal seated position in which it is shown in Fig. 1A.

The overspeed magnet valve device 5 is provided for operationa short period of tim after the occurrence of an adverse trafiic condition, such as an overspeed condition for example, to

initiate a brake application upon an indication,

I5 from-an overspeed detector apparatus'mot shown or a part of this invention), that a locomotive, with which said apparatus is associated, is being operated at a speed in excess of that which is selected to be a safe traffic condition. The overspeed magnet valve device comprises a double beat valve 205 contained in a chamber 206 which is connected by way of one branch, of a passage and pipe 201 to a whistle 208 and by way of another branch to a check valve 209 adapted to seat against pressure of fluid in pipe .201. A choke 2I0 is arranged to by-pass check valve 209 in a communication to the timing reservoir I82. The valve 205 is provided with a fluted stem 2 II which extends into a chamber 2I2 which is connected to main reservoir 20 by pipe I21. Valve 205 is also provided with another fluted stem 2 I 3 oppositely arranged and extending into a chamber 2 I d which is constantly open to atmosphere through a vent port 2 I 5. A magnet 2 I6 is normally energized by means of conduits 2 Iiia and 2161') leading from an overspeed detector apparatus (not shown) which may be one such asthat disclosed in Patent No. 2,017,682, issued to E. S. Cook on October 15, 1935, under which condition an armature 2I1 thereof holds the valve 205 in its lower seated position, in whichchamber 205 is cut off from chamber 2I2 and is opened to atmospheric chamber 2 I4. A spring 2I3 is operatively mounted in chamber 2I2 for actuating valve 205 to its upper seated position when the magnet 2I5 is deenergized, in which position communication from chamber 205 to 2 I4 is closed and communication between chambers 205 and 2I2 is opened.

The brake controlling valve device IE) comprises a pipe bracket 220, an emergency application valve device 22I mounted on one face of said bracket and adapted to be controlled by variations in the pressure of fluid in the brake pipe I a service application valve device 222 mounted on an oppositely directed face of said bracket and adapted to be controlled by the'same variations in fluid pressure, a delayed emergency valve device 223 mounted on said bracket above the valve device 222 which is adapted to operate in response to pressure of fluid supplied through the pipe I42 to delay the development of braking power on the locomotive when used in a long train, such as 75 or more cars, until after th slack in the train has gathered, and an independent application and release valve device 224 mounted on said bracket above valve device 22I and adapted to operate in response to fluid pressure in pip I32 to effect a release of the brakes on the locomotive only. This brake controlling valv device 59 may be similar to that disclosed in Patent No. 2,17 3,940, issued September 26, 1939, to E. E. Hewitt et a1., and assigned to the assignee of the present invention.

It will, of course, be understood that this device I0 operates upon aservice rate of reduction in the pressure of fluid in the brake pipe I to deliver fluid under pressure supplied from an auxiliary reservoir 225 by way of a pipe 225 to a displacement reservoir 221 by way of pipe 220 and also to the relay valve device I I by way of a pipe 10 valve rotary valve 23 ar diagrammatically indicated in Fig. 2 while those established by the selector rotary valve I28 are diagrammatically indicated'in Fig. 3.

OPERATION Charging of brake equipment In operation, fluid under pressure is supplied to the main reservoir 20 and thence to the main reservoir pipe I21 in the usual manner. From pipe I21 fluid at main reservoir pressure is supplied to feed valve device I9 and to a sanding mechanism 22H by way of a passage 232 in the chamber I93 in the sanding valve device 6, to the relay valve device I I, and to the brake controlling valve device I0. j Fluid thus supplied at main reservoir pressure to chamber I25 in the selector valve device 4, with rotary valve I28 ofv said valve device positioned as shown in Fig. 1A, flows by way of port I34 in rotary valve I28 and through pipe I35 to the delayed emergency valve device 223 of the brake controlling valve device I0. Fluid at main reservoir pressure thus supplied to chamber I93 in the sanding valve device 6 flows past the valve IOI, through bore I95 in valve member I96 to chamber I91, whence it flows by way of passage and pipe 200 to sanding reservoir I99.

In initially charging the equipment, the handle 26 of the automatic brake valve device 2 is turned first to the release position, and, after a period of time has elapsed, it is then turned to running position.

When the rotary valve 23 is in release position, the feed valve device I9 operates selectively to either supply fluidfrom mainreservoir pipe I21 to feed valve passage I3, and thencerto rotary valve chamber I5, at main reservoir pressure, or, at a pressure desired to be carried in'brake pipe I..

As described and claimed inthe aforementioned Patent No. 2,424,480, the position of the plug valve 2| in the selector cook 22' when the rotary valve 23 is in release position determines the pressure at which fluidis supplied to cham- I18, and upon an emergency rate of reduction in V positioned so that the waterway 236 connects passage 52 to passage 235, the control passage 230 is supplied with fluid at the pressure in rotary valve chamber I6, by way of a port 233 and cavity 55 in' rotary valve 23, passage 52,

waterway 235, passage 235 and cavity 233. :Fluid at a normal feed valve pressure, orbrake'pipe pressure, causes the. feed valve l9 to operate ,to supply fluid to pasage I8 at a controlled feed valve pressure such as-10 pounds However, at initial charging, all pipes and passages,. includ'- ing control passage 234, will, be at atmospheric pressure and consequently passage ls-will-be 7 l1 initially supplied by feed valve device I9 with fluid at main reservoir pressure regardless of the position of the plug valve 2I in selector cook 22.

With the rotary valve 23 in release position fluid under pressure supplied from chamber I S to cavity 55 by way of the port 238 in the rotary valve flows by way of a branch of passage 54 to chamber 52 in the emergency application valve device 4 I. Fluid under pressure thus supplied to chamber 52 flows by way of passage and pipe 53 to brake pipe I, thence it flows to brake controlling valve device I and operates the emergency application valve device 22! and service application valve device 222 thereof to charge the emergency reservoir 229andauxiliary reservoir' 225, respectively, by way of their respective pipes 230 and 228 in a manner such as that described in Patent No. 2,173,940, issued to E. E. Hewitt et al. on Sept. 26, 1939.

Fluid under pressure supplied frompassage 54 to chamber 52 also flows by way of a choke 239 in piston 43 to chamber 45, whence it flows by way of passage and pipe 41, choke I68 and conduit nu to timing reservoir I69. From pipe 4i fluid under pressure also flows by way of passage I66 to chamber I56 in cut-off valve device I48, thence it flows past valve I58 through bore I58 in valve member I60 to chamber ISI and thence by Way of passage I and pipe TI to a chamber 240 in deadmans foot valve 8.

It should be understood that in order to effect the charging of the brake equipment in the manner described herein it is not only necessary that the handle 28 of the brake valve device 2 be in release or running position but also that at the same time either the handle or the peddle arm I9 of the deadmans foot valve device 8 must be held depressed. Also, it should further be understood that train speed conditions must be favorable and the magnet 2I5 of the overspeed magnet valve device 5 is as a consequence energized, holding the valve 205 in its lower seated position in which it is shown in Fig. 1A.

Fluid under pressure in charging cavity 55 also flows by way of another branch of passage 54 to chamber 53 and by way of passages 60 and 59 to piston chamber 58 in the equalizing discharge valve device 42. Fluid under pressure thus supplied to passage 50 also flows by way of pipe ti to equalizing reservoir 62. I

In the rotary valve 23 of the automatic brake valve 2 there is provided a cavity 242, which in release position of said valve is connected to an exhaust port 243. A reduction limiting reservoir 244 is connected to cavity 242 by Way of a pipe and passage 245, a port 246 in a plug valve 241, a passage 248, and a branch passage 249 thereof when the rotary valve is in release position. It will be noted that pipe and passage 245 is also open to atmosphere by way of a passage 250 and choke 252.

A branch passage 25I of pipe and passage I'M in bracket I2, leading from control chamber 45! in the overspeed suppression valve device I49, is also connected to atmosphere by way of cavity 242 and exhaust port 243.

After a suflicient lapse of time the brake valve handle 26 and consequently rotary valve 23 are moved from release to running position. With the rotary valve 23 in running position, rotary valve chamber I6 is connected to feed valve control passage 234 by way of a cavity 233a in the rotary valve (Fig. 2). Consequently in accordance with the disclosure of Patent No. 2,424,480,

12 regardless of the position of the plug valve 2I in the selector cock 22, the feed valve I 9 now operates to supply fluid by Way of passage E8 and port I? in the casing to rotary valve chamber it at feed valve pressure determined by the setting of an adjusting handle 252 on feed valve device I9.

In this position of the rotary valve 23, a port 256 and cavity therein establish communication from the rotary valve chamber It to the passage 54. Consequently chambers 52 and 46 in application valve device 4I, the brake pipe I, the timing reservoir I69 and chamber 245 in the deadmans foot Valve device 3 become charged with fluid at feed valve pressure.

With the fluid pressures acting on opposite sides of the piston 43 thus equalized, spring 55: acts on the piston 44 to hold valve 28 in its normal position in seating engagement with seat rib 50.

Also, in running position port 256 and cavity 55 in rotary valve 23 establish communication from rotary valve chamber I6 to passage and consequently equalizing reservoir 52 and piston chamber 58 in equalizing discharge valve device 42 which becomes charged with fluid at feed valve pressure. Since chamber 53 is open to passage 54 the fluid pressures acting on opposite sides of equalizing discharge valve piston 5? become substantially equal when the equipment is fully charged, so that the several parts of the valve device 42 will remain in their normal position as shown in Fig. 1.

. In running position of the rotary valve 23, port 256 and cavity 55 also establish communication from the rotary valve chamber IE to maintaining chamber 69 in the valve device 42 by way of a passage 253, a port 254 in plug valve 247 and a passage 255, consequently chamber 69 is charged with fluid at feed valve pressure. Port 256 and cavity 55 also establish communication by way of pipe and passage I31 between chamber I6 and the seat of the rotary valve I28 of the selector valve device 4, whence fluid under pressure may flow by way of a cavity I36 in said valve and pipe I38 to suppression reservoir I39 when said valve is in the position shown in Fig. 1A for reasons which will appear later.

Also cavity 242 continues to open reduction limiting reservoir 244 and control chamber I5I in the overspeed suppression valve device I49 to atmosphere by way of the port 243.

Service application of brakes In order to efiect a service application of the brakes on the locomotive on the automatic principle the engineman may move the handle 26 either directly from running position to service position, or, first to first service position and then to service position. The service position may be employed to effect a straight away full service application of the brakes on the locomotive and train, but particularly in the braking of the long freight trains, such operation is considered undesirable due to the possibility of rough gathering of slack in the train and consequently the possibility of damaging cars which will result therefrom. It is therefore preferred that in handling long trains the engineman first move the brake valve handle 25 to first service position for effecting a light controlled reduction in brake pipe pressure and consequently a light application of the brakes on the train to cause a gentle gathering of the slack in the train, following which he may move the brake valve handle to service position for completing the reduction to passage 248, and thence through port 246 in plug valve 241, which is positioned for braking a long train, to passage and pipe 245 and to reduction limiting reservoir 244. Since this reducin the usual manner to limit the reduction in auxiliary reservoir pressure due to flow to the tion limiting reservoir at this time is at atmospheric pressure the pressure of fluid 'in the equalizing reservoir 62 and in the equalizing piston chamber 58 is adapted to equalize at a service rate into said reduction reservoir, the consequent reduction in equalizing reservoir pressure being sufficient to cause a light reduction in brake pipe pressure and thus a light application on locomotive and train in the usual manner.

I It Will be noted that the reduction limiting reservoir 244 at this time is also open to atmosphere by way of pipe and passage 245 and passage 254 restricted by choke 262, but this choke is small and merely acts to continue the reduction of equalizing reservoir pressure at a slow rate after equalization into the reduction limiting reservoir at a service rate as just described.

When the pressure in the equalizing piston chamber 58 is reduced as just described, brake pipe pressure in chamber 63 at the opposite side of the equalizing piston 51' effects movement of said piston in the direction of the left hand to actuate the bell crank 65 to unseat the brake pipe discharge valve 7 I. The chamber 63 being in communication with the brake pipe I through application valve device 4!, the unseating of the brake pipe discharge valve II permits fluid under pressure to flow from the brake pipe to the atmosphere through passage 12, a service choke 263, a passage 264, a cavity 265 in the rotary valve 23 and thence through the atmospheric passage 243, for thereby elfecting a service rate of reduction in brake pipe pressure to initiate a service application of the brakes on the locomotive and cars of the train.

On the locomotive the service application valve device 222 responds to a service reduction in brake pipe pressure to supply fluid under pressure from the auxiliary reservoir 225 by way of pipe 228 'to the relay valve device H by way of pipe I18 for operating same to supply fluid under pressure by way of pipe H9 to the brake cylinder device for initiating the application of brakes on the locomotive.

When the brake pipe pressure in chamber 63 acting on the equalizing piston 51 becomes reduced by flow past discharge valve ll to a degree substantially equal to the reduction in equalizing reservoir pressure in chamber 58, the spring 13 acting on the brake pipe discharge valve H moves same toward its seat to throttle further venting of fluid under pressure from the brake pipe to a rate substantially equivalent to the very restricted venting of fluid under pressure from the equalizing reservoir 244 through choke 262 in pipe bracket i2 to thereby substantially limit the first reduction in brake pipe pressure to a degree equal to the equalization of equalizing reservoir pressure into the reduction limiting reservoir.

In the brake controlling valve device III the service application valve device 222 then operates relay valve device II, to the same degree as the reduction in brake pipe pressure for thereby limiting the degree of brake application on the locomotive so as to cause a gentle gathering of the slack in the train.

In case there is leakage of fluid under pressure from the brake pipe I and consequently from chamber 63 at the brake pipe side of the equalizing piston 51, said piston will operate to limit the degree of opening of the discharge valve. H so that the brake pipe pressure will not reduce at a rate exceeding the rate of reduction in equalizing pressure in chamber 58 at the opposite side of the equalizing piston 51.

However if the brake pipe leakage is excessive and tends to reduce brake pipe pressure at a rate exceeding the service rate of reduction in the equalizing reservoir pressure, the brake pipe pressure in chamber 63 will tend to become lower than equalizing reservoir pressure acting on the opposite side of the equalizing piston 51, and as a consequence, the reservoir pressure will move said piston in the direction of the right hand and actuatethe bell crank 65 to unseat the maintaining valve 68. In the first service position of the rotary valve 23 fluid at feed valve pressure is supplied from the rotary valve chamber Hi to the maintaining valve chamber 69 through port 256 in the rotary valve (Fig. 2), passage 253, port 254 in plug valve 24! and passage 255, so that with the maintaining valve unseated'fluid under pressure will be supplied to the brake pipe to ofiset leakage of fluid under pressure therefrom. The maintaining valve will be opened by the equalizing piston 57 to a degree depending upon the degree of brake pipe leakage and suflicient to supply the required amount of fluid to the brake pipe to prevent the brake pipe pressure from reducing at a rate exceeding the rate of reduction in equalizing reservoir pressure and, as a result, excessive brake pipe leakage will not increase the rate of brake application above the desired service rate so that the gentle gathering of slack in the train is assured.

After the slack on the train has been gathered due to the application of brakes elfected by the initial light reduction to brake pipe pressure, the brake yalve handle 26 is turned to service position in which the supply of fluid under pressure to the maintaining valve chamber 69 through cavity 256 is cut off and in which the equalizing reservoir 62 and equalizing piston chamber 58 are connected directly to atmosphere through passage 69, a cavity and port 26511 in rotary valve 23 and the atmospheric exhaust passage 243 and through this communication the reduction in pressure in the equalizing reservoir and equalizing piston chamber is continued until a full service reduction therein has been efi'ected, after which the brake valve handle 26 is operated to turn the'rotary valve 23 to lap position to lap passage 60 so as to prevent further and unnecessary venting of fluid under pressure from the equalizing reservoir and equalizing piston chamber.

The equalizing discharge valve device 42 responds to this further reduction of equalizing reservoir pressure toeifect a corresponding additional reduction in brake pipe pressure and the service application valve device 222 of the brake controlling valve device It on the locomotive then operates to supply fluid under pressure from the auxiliary reservoir 225 to the relay valve device II, as hereinbefore described, to increase the devalve device 2 ineffective.

gree of brake application onthelocomotive to a Release of service application of brakes In order to effect a release of the brakes after an automatic service application thereof the brake valve handle 26 is returned to release position and moves the rotary valve 23 back to the release position shown in Figs. 1 and 2 of the drawings and in this position the brake pipe I is recharged with fluid under pressure and the service application valve device 222 of the brake controlling valve device It is thereby operated to effect operation of the relay valve device II to release fluid under pressure from the brake cylinder device 9 for releasing the brakes on the locomotive in a manner which is apparent from the description given in the aforementioned Patent No. 2,106,483 in connection with the charging o the equipment.

Graduated release of an automatic service application a d subsequent automatic reapplication Particularly in braking passenger trains to bring them to a stop at a desired relatively high rate of deceleration but without material shock to either the vehicle or passengers it is customary on certain railroads to initially effect a full service automatic application of the brakes and then graduate the application oil by moving the brake valve handle 26 successively from lap po sition to release position and then back to lap position in order to increase the pressure in the brake pipe I in such increments as required to efiect operation of the brake controlling valve device I and relay valve device H to reduce the pressure in the brake cylinder device 9 in desired steps. With this type of control the brake cylinder pressure may be so depleted before the stop is obtained that it is necessary to make another or further light application of brakes to bring the train to the desired stop.

In order to condition this brake equipment so that the brakes may be controlled automatically in-the manner just described, the plug valve 241 is placed in a position in which the passages 254 and 246 are closed, thereby rendering the brake pipe maintaining feature and the split reduction feature described in connection with first service position of brake valve handle 26 of the brake The rotary valve I28 of the selector valve device 4 is placed in passenger position in which communications are established as shown in Fig. 3. As will appear later the selector valve device 3 in this passenger position connects controlled emergency pipe I35 to atmospheric port I33 by way of a port 266 (Fig. 3), thereby nullifying the controlled emergency feature in passenger service. Also, the suppression reservoir passage I33 is lapped thus providing for an automatic emergency apservice application of brakes is vented therefrom in lap and release position of the brake valve -rotary valve 23 by way of pipe and passage 245,

past a check valve 269,passage 263, passage 249, cavity 265' in the rotary valve 23 in lap position (Fig. 2), and atmospheric passage 243, cavity 242 being employed in release position instead of cavity 265. By this arrangement the reduction limiting reservoir 2% will be promptly vented while graduating a release of brakes by moving the brake valve handle 26 back and forth between the release and lap positions and thus be in condition to effect a reduction in pressure in the equalizing reservoir 62 in a manner hereinbefo-re described in case the engineman moves the brake valve handle 26 to first service position to obtain an increase in the degree of brake application tostop the train as desired.

Automatic emergency application of locomotive and train brakes thereby turn the rotary valve 23 from a, normal running position shown to a position in which charging passage I8 is lapped off to out off the supply of fluid under pressure to the brake pipe I. In this position of the handle 26 means (not shown) is operated thereby to effect a sudden emergency reduction in brake pipe pressure, such reduction occurring through the branch pipe 53 connecting the brake pipe I to the brake valve device.

On the locomotive the service application valve device 222 of the brake controlling valve device It responds to the emergency reduction in brake pipe pressure to supply fluid under pressure from the auxiliary reservoir 225 to the relay valve device I I by way of the control pipe I78, and at the same time the emergency application valve device 22I operates to supply fluid under pressure from the emergency reservoir 229 by way of pipe 238 to pipe H3 leading to the relay valve device H.

The relay valve device II operates in response to 1 trolling valve device Hl, in response to which the delayed emergency valve device operates to delay an emergency application of the brakes in order to avoid too rapid gathering of slack in the train, which might cause damage to the train.

As shown and described in Patent No. 2,173,940, issued on September 25, 1939, to E. E. Hewitt et al., the delayed emergency application may be avoided by the operation of the independent brake valve device 3. Upon movement of handle out of release position into its application and release zone, the cam 94 will move into engagement with the stem 99 and then unseat the valve I06 and maintain the same unseated until the handle 35 is returned to release position. This of course will vent pipe I35 to atmosphere by way of port hi3 and relieve the fluid pressure acting on valve device 223 and thus eliminate the delay in an emergency application.

It also will be noted that the same result may be obtained by moving the rotary valve I28 to 17 passenger position in which pipe I35 is connected to atmospheric port I33 by way of a cavity 266 as shown in Fig. 3 of the drawing.

It will be further understood that, as set forth in Patent No. 2,256,283, issued to E. E. Hewitt et al. on September 16, 1941, a release of the brakes on the locomotive independently of the brakes on the train may be effected by depressing the handle 85 of the independent brake valve device 3 and thereby seating the exhaust valve I88 and unseating the supply valve H2. The unseating of the valve II2 permits fluid at main reservoir pressure supplied to chamber H3 to flow past'said valve to chamber III, thence it may flow through pipe I4I, cavity I48 in rotary valve I28 and pipe I42 to the independent application and release valve device 224 of brake controlling valve device I0. In response to fluid pressure thus supplied valve device 224 operates to effect a release of fluid under pressure from the relay valve device II by way of control pipe I18 and thereby a release of fluid under pressure from brake cylinder device 9 by way of pipe I19 to release the brakes on the locomotive.

When it is desired to effect an automatic release of the brakes on the train after an emergency application, the brake valve handle 26 is operated to turn the rotary valve 23 back to release position and after a short period of time to running position shown for thereby again supplying fluid under pressure to brake pipe I for recharging same and for effecting operation of the service application valve device 22 to release the fluid under pressure from the relay valve device II and thereby the brake cylinder device 9 and for recharging the auxiliary reservoir 225 and emergency reservoir 229. The emergency application Valve device 22I of the brake controlling valve device I8 is also returned to its release position upon recharging the brake pipe It should also be noted that, when an emergency application of the brakes is effected as just described, control pipe I18 is supplied with fluid under pressure which flows to chamber I56 in the application insuring valve device I41, whence it flows past valve I58, through bore I59 into chamber I6I and thence by way of passage I65 to chamber I5I in the cut-off valve device I46, which is operated thereby to close communication between pipe 41 and pipe 11. However, fluid under pressure is also supplied by way of pipe I16 to control chamber I5I in the application insuring valve device I41. Fluid pressure thus established in the last named chamber causes diaphragm I58 to deflect downwardly against the force of spring I51 thereby seating valve I58 on valve member I69 and unseating valve I63. Thus flow of fluid under pressure through control pipe I18 to chamber I5I in the cut-off valve device I46 is cut off and said chamber is vented to atmosphere by way of passage I65, chambers I6I and I62 in valve device I41, passage HI and vent port I12. This nullifies the effect of the cut-off valve device I46 for reasons which will appear later.

Fluid under pressure supplied to emergency application pipe I16, also flows by way of a branch thereof to control chamber I86 in sanding valve device 6 for eifecting sanding of the rails. In responseto the pressure of fluid thus supplied to chamber I86 diaphragm I85 deflects downwardly againstthe pressure of spring I89. This movement of the diaphragm causes valve I9I to seat on valve member I96 and then to unseat the valve I98 thereon, thereby closing communication between chambers I93 and 20I and opening communication between chambers 29I and I91. Fluid under pressure in sanding reservoir I99 which is in open communication with chamber I91 through pipe 289 then flows past valve I98 to chamber 28I, whence it flows to sanding pipe I83 for operating a sanding device not shown.

Safety control features As hereinbefore mentioned either foot valve device 8 or the brake valve handle 26 in the brake valve device 2 must be held in a depressed condition by the engineman at all times when the brakes on the locomotive are released or when applied with a force less than a degree suflicient to insure the safety of-the locomotive. When such a degree of application is obtained, the cutofl" valve device I46 is operated as above described to close communication between pipe 41 and pipe 11 under which condition the engineman may remove manual pressure from the foot valve device 8 and brake valve handle 26 whichever is held depressed.

If at any time the engineman removes his foot from the pedal 19 of the foot valve device 8 and his hand from the handle 26 of the brake valve device 2 when the brakes on the locomotive are released or applied with a force less than that just mentioned, communication is established between chamber 46 of the emergency application valve device M on the brake valve device 2 and the atmosphere through passage and pipe 41, passage I66 in the interlock valve device I, chamber I56 in the cut-off valve device I46, past valve I58, through bore I59 to chamber I6I, thence to chamber 246 in the foot valve device 8 by way of passage I66 and pipe 11, past diaphragm 14 to pipe 16 leading to passage 36 in the brake valve device 2, then past safety control valve 34 therein to chamber 38 which is connected to whistle 40 by passage 39. Timing reservoir I69 being connected to pipe 41 by way of conduit I18 and choke I68 is also vented to atmosphere through the same communication and after a predetermined time, as determined by the size of the timing reservoir I69 with respect to the flow capacity of choke 239'in the application piston 43, the pressure of fluid in chamber 46 becomes sufficiently reduced to permit the pressure of fluid in chamber 52 acting on said piston to overcome the resistance of spring 56a and move the application valve 48 to its extreme left-hand position. In this position seat rib 43a on left-hand face of piston 43 is in engagement with the gasket 56, valve 48 is out of engagement with seat rib 49, and passage 53 connected to brake pipe I through branch pipe 53 will be open past unseated valve 48 to atmosphere by way of atmospheric vent port 5I. In this position of the piston 43 fluid under pressure in brake pipe I flows to atmosphere at a rate fast enough to operate the brake controlling valve device 19 to effect an emergency application of the brakes in the manner hereinbefore described. In this position, also, flow of fluid under pressure from the feed valve I9 through passage 54 to the brake pipe I is cut off by the piston 44. If the rotary valve I28 of the selector valve device 4 is in freight position, there will be a preliminary light application of brakes on the locomotive for gathering slack on the train before the heavy application, that is to say a controlled or delayed emergency application. If the rotary valve I2'8 is in pas senger position, there will be an immediate emergency rate of application of the brakes on the locomotive.

As previously noted, in effecting an application of the brakes the brake controlling valve device Ill operates to supply fluid under pressure to the relay valve device I i by way of pipe I18. Fluid under pressure thus supplied to pipe 118 flows to chamber II in the cut-off valve device 346 by way of chamber I56 in the application insuring valve device I41, bore I59, chamber I6I and passage I65. When the fluid pressure in chamber I5I of the cut-off valve device M6 acting on diaphragm I56 increases to a predetermined degree, said diaphragm, together with valves I58 and I63, is actuated to its lowermost position in which valve I58 cuts off communication between application chamber I56 and passage I66 leading to safety control pipe 11, and valve I63 establishes communication between said safety control pipe and the atmosphere by way of passage I15, chamber I61, chamber I62, passage I1! and atmospheric vent port I12. By reason of choke I13 flow of fluid under pressure in passage I1! to chamber IEI in the oversp'eed suppression valve device I49 is restricted for the purpose of preventing the suppression of a train control, such as an overspeed, application being effected as a result of adverse t'raflic conditions.

The brake controlling valve device 1 5 in efiecting an emergency application of the brakes also operates to supply fluid under pressure to sanding pipe I16 which leads to chamber I65 in the sanding valve device 6 and also to chamber I5l in the application insuring valve device I41. In response to the pressure thus supplied to chamber "H in said valve device I41, diaphragm I56 acts through the medium of follower I54 and stem I53 to effect movement of valves I58 and 165 to their lowermost positions, in which valve I58 is seated and valve I63 is unseated. Supply of fluid under pressure from the valve device II! to chamber I5I in'cu't-off valve device I46 is thus cut off by valve I58 and fluid under pressure supplied to said chamber flows through'passage I65 to chamber I61, and thence past valve I63 to chamber I62 whence it flows to atmosphere by way of passage HI and vent port I12.

Upon the resulting reduction of fluid pressure in chamber I5I of the cut-off valve device I46 spring I51 actuates follower I54 and thereby valves I58 and I63 in an upward direction to the positions in which they are shown in Fig. 1A of the drawings. In this position application chamber 46 in application valve device [4| will again be connected to safety control pipe 11 and suppression of a safety control application by the cut-01f valve device I46 in a manner hereinafter explained is positively prevented by the operation of the application insuring valve device I41 induced by the operation of the brake controlling valve device II] in efiecting an emergency application of the brakes.

Suppression of a, safety control application As previously described, a permanent suppression of a safety control application may be obtained by the operation of the cut-off valve device I46. That is, the brake valve handle 26 may be moved to service position, or emergency position, to effect a relatively heavy application of the brakes with respect to a light slack gathering application of the brakes. Upon operation of the brake controlling valve device II] to supply fluid under pressure to a predetermined degree (such as pounds, for example) to control pipe I 18, a branch thereof conducts said fluid. under pressure to passage I11 in the interlock valve device 1 leading to chamber I56 in the application insuring valve device I41, whence it flows past valve I58 through bore I55 to chamber I54, and thence to chamber I5I in the cut-off valve device I 36. In response to the pressure of fluid to a degree determined by the valve of the springs I65 and I51 the diaphragm I56 actuates valves I58 and I63 to their lowermost positions, in which connection between safety control pipe 11 and application chamber 46 in the emergency application valve device 41 is cut off and said safety control pipe is connected to atmosphere by way of passage I15, chamber I6I, passage HI and atmospheric vent port I12.

Automatic emergency application of brakes in response to unfavorable train control overspeed conditions With the brake valve handle 25 of the brake valve device 2 in running position, which is its normal charging and brake release position an automatic emergency application of brakes may be effected in case an unfavorable overspeed condition is encountered which condition will effect deenergization of magnet 2I6 by means of conduits 2I6a and 2I5b leading from an overspeed detector apparatus of the type disclosed in the aforementioned patent issued to E. S. Cook.

til

Upon deenergization of the magnet 2I6 spring 2 i8 actuates valve 265 from its extreme lower position, in which the supply of fluid under pressure from main reservoir 26 to chamber 206 is cut off and said chamber is connected to atmosphere, to its extreme upper position in which communication between said chamber and vent port 255 is cut off and said chamber is connected to main reservoir 26. Fluid under pressure supplied from main reservoir 20 to chamber 2I2 by way of pipe I21 flows through pipe 261 to warning Whistle 208 and also gradually to control chamber I51 in the overspeed application valve device I58 by way of chamber 206, pipe 261, choke 2H1, reservoir I82, pipe WI, and passage I86. After a predetermined period of time as determined by the volume of the reservoir I32 in relation to the flow capacity of choke 2 lit the pressure of fluid in chamber I5I of overspeed application valve I48 acting on diaphragm i 50 will become increased sufificiently to overcome the opposing force of the spring I51 and move the follower I55 and thereby connected valve I56 downwardly into seating engagement with valve member I66, thus closing the connection of passage ll'I to atmospheric chamber I6I by way of bore I55. Further downward movement of the diaphragm I56 causes the valve memher I 60 to move downward, unseating valve I63 and connecting chamber 162 to atmosphere by way of chamber IN and passage 34a. Fluid under pressure in chamber 46 of the emergency application valve device 4! then flows to atmosphere by way of passage and pipe 41, passage I66 in the interlock valve device 1, past valve I58 of the cut-off valve device M6, which is in the position shown when the brakes are released, through bore I59 in valve member 60 to chamber 16 I, and thence through passage E15 to chamber I56 in the ove'rspeed suppression valve device I58, whence it flows past valve 158 through bore 159 in valve member I68 to chamber I6 I therein. Fluid under pressure thus flowing to chamber I6I in the overspeed suppression valve device I49 then flows through passage I86 to chamber I52 in the overspeed application valve device I48, past the presently unseated valve I63 to chamber I62 and thence to atmosphere by way of passage and port 48411.

If the engineman is on the alert he may prevent operation of the emergency application valve device II as a result of an adverse traffic condition, such as the overspeed condition previously mentioned, occurring when the brake valve handle 26 is in the running position by moving said handle to either the first service position, or to service position for effecting a light reduction in brake pipe pressure and then moving said handle to la position.

Concerning first service position, it will be noted upon referring to Fig. 2 and Fig. 3 that with the rotary valve I28 of the selector valve device 4 in freight position the suppression reservoir I39 is connected to the control chamber I5I of the overspeed suppression valve device I49 by way of pipe and passage I38, cavity I36 in said rotary valve I28 (Fig. 3), passage and pipe I31, cavity 260 in rotary valve 23 (Fig. 2), passage 25I and passage I14. When the pressure of fluid thus supplied to chamber I5I of the overspeed suppression valve device I49 and acting on diaphragm I50 thereof becomes sufficient to overcome the opposing force of the spring I51, said diaphragm and its follower I54, together with its connected valves I58 and I63 is actuated downwardly towards their lowermost positions.

First, valve I58 of valve device I49 is actuated into seating engagement with the upper end of valve member I 66 thereby cutting off communication of safety control pipe 11 through bore I 59 of said valvemember to chamber I'6l of the overspeed application valve device I48, which chamber I6I at this time is connected past valve I63 to chamber I6I which leads to atmosphere by way of atmospheric vent passage I84a. Then upon further downward movement of said diaphragm valve I63 is unseated, connecting chamber I 62, which leads through passage "I, to atmosphere by the same route.

It will be noted that passage I14 is always open to atmosphere through choke I13 and atmospheric vent port I 12. Consequently this suppression lasts only for a limited time determined by the flow capacity of choke I13 relative to the volume of the suppression reservoir.

As previously mentioned, a temporary suppression of a train control overspeed application may be obtained by moving the brake valve handle 26 to service position to effect a small reduction in the equalizing reservoir 62 and then to the lap position. In service position equalizing discharge valve piston chamber 58 and equalizing reservoir 62 are connected to passag 6|] by way of passages 59 and 6I, respectively, passage being open to atmosphere by way of cavity 265 in rotary valve 23 (Fig. 2) and exhaust port 243. In response to the predominant pressure of fluid in chamber 63 the piston 51 is actuated towards the left hand, thereby rocking the bell crank lever 65 in a counter-clockwise direction and unseating valve H as herein before described. When the desired reduction of the pressure of fluid in the equalizing reservoir is obtained, the brake valve handle 26 may be moved to lap position. The equalizing discharge valve 1| remains unseated until the opposing pressures acting on piston 51 are substantially balanced.

It will be noted upon referring to Fig. 2 that in service and lap positions passag 12 is connected through a cavity 261 to passage I14. Consequently fluid under pressure in chamber 63 flows past same manner as described above in connection with supplying fluid under pressure from suppression reservoir I39 in first service position Now, however, the suppression continues as long as equalizing discharge valve 1I remains unseated with brake valve handle in lap position.

Referring now to the selector valve device 4 in particular for briefly summarizing its operation, it will be noted that as shown in Fig. 3, the rotary valve I28 on said device has 3 positions, namely, freight, lap and passengerfpositions. In both freight and passenger positions of said rotary valve, chamber III in the independent brake valve device 3 is connected through passage and pipe I4I, cavity I49 of. the rotary valve I28, and passage M! to the actuating pipe I42 leading to the brake controlling valve device I0, so that a release of the brakes on the locomotive may be obtained in either position of rotary valve I29 while an application of brakes on the train is occurring by depressing handle of said brake valve device. In lap position, however, the actuating pipe I42 is lapped off so that the brake controlling valve device If] may operate in response to variations in brake pipe pressure initiated in some other parts of the train to effect an applicaction of the brakes on the unit shown Without being affected by vertical movement of said handle. It should be noted that pipe and passag MI is now connected to pipe and passage I3I, which, in release position of the handle '85 as shown, is open to atmosphere through chamber 92, past valve 9I-, chamber 9| and self-lapping valve mechanism 96. Thus, fluid under pressure in chamber II I is vented to atmosphere through the selector valve device 4 in lap position.

Also, in both freight and passenger positions chamber 8I in the independent brake valve device 3 is connected past valve 9I through through chamber 92, passage and pipe I3I, cavity I30 in the rotary valve I28 to the independent application release pipe I32 leading to the brake controlling valve device I9, so that a straight air application or release of the brakes on the locomotive may be made independently of the brakes on the train by horizontal manipulation of the handle 35. In lap position chamber BI is connected to chamber III, which is normally open to atmosphere through chamber I99 and port I III by the cavity 268 as previously noted, and therefore manipulation of the brake valve handle 85 in any manner merely vents air to atmosphere or bottles it and has no effect on th brakes.

In freight position pipe and passage I31 leading to the brake valve device 2 is connected through cavity I36 in rotary valve I28 to suppression reservoir I39 through passage and pipe I38. Therefore, a temporary suppression of .an overspeed application may be obtained by placing the handle 26 of the brake valve device 2 in first service position as previously described. It will be noted that these passages are lapped off in the other two positions of the rotary valve I28. It will be further noted that in freight positionycontrolled emergency pipe I35 leading to the brake controlling valve device If) is con I28 since passage I35 is cut off in lap position and connected to atmospheric port I33 in passenger position.

Thus it will be seen that when a long train is being braked the split reduction feature and the controlled emergency feature are made available to the operator on the leading unit in a train by placing the selector valve on the leading unit in freight position and the selector valv on the trailing unit in the lap position where the controlled emergency pipe is connected through the train. Also, control by the use of the independent brake valve device 3 is placed in the hands of the operator of the leading unit by lacing the selector valve rotary valve I28 on the leading unit in either passenger or freight position and the rotary valve of the selector valve in the trailing unit in lap position. Likewise it will be noted that these special features for a long train are cut out when the rotary valve is placed in passenger position when operating the brakes on a short train.

SUMMARY It will now be apparent that we have provided an improved locomotive brake equipment embodying automatic train control apparatus controlled'by train speed or safety control apparatus which is adapted for use on long or short trains wherein the brakes are adapted to be controlled on the well-known automatic principle. The application valve device 41 provides for an emergency application in the event of failure of the operator to hold either the brake valve handle 26 or foot valve pedal arm 19 depressed, or in the event of an adverse traffic condition such as overspeed in restricted territory. This emergency application may be a straight-away application, or a delayed application as determined by the position of the selector valve rotary valve I28. Also, control of the locomotive brakes by manipulation of the independent brak valve handle 85 may be cut out by the selector valve device 4 when the comotive is operating as a trailing unit in a train. This equipment also embodies means for suppressing a safety control application or an overspeed application if the engine-man or operator is on the alert and effects an overspeed application of approximately pounds brake cylinder pressure, or in the event of overspeed, for also obtaining temporary suppression by effecting a light application of the brakes.

While only one embodiment of the invention is described in detail it is not th intention to limit the scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described our invention, what we claim as new and desire to secure by Letters Patent is:

i 1. In a locomotive brake equipment, in combination, a brake pipe, a safety control pipe, an application valve device comprising a piston valve having a normal position in which fluid under pressure is supplied to said safety-control pipe at a restricted rate and to said brake pipe and operative upon a reduction in the pressure of fluid in said safety control pipe ata certain rate to another position in which said brake pipe is cut off from the supply of fluid under pressure and vented to atmosphere, a brake cylinder control pipe, brake controlling valve means operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder control pipe for effecting an application of the brakes, a safety control device for venting fluid under pressure from said safety control pipe to effect a reduction therein at said certain rate when operating conditions are adverse to safety, a cut-off valve device comprising a control chain-- her and valve means having a normal position in which said safety control pipe is connected to said safety control device and operable in response to a predetermined degree of fluid pressure supplied to said control chamber from said brake cylinder control pipe to another position in which said safety control pipe is cut off from aid safety control device, a sanding pipe, and an application insuring 'alve device comprising valve means having a normal position in which said brake cylinder control pipe is connected to the control chamber in said cut-off valve device and operable in response to the pressure of fluid in said sanding pipe to a position in which said brake cylinder control pipe is out off from said control chamber and said control chamber is con nected to atmosphere.

2. In a locomotive brake equipment, in combination, a brake pipe, a safety control pipe, an emergency application valve device comprising a piston valve havinga normal position in which fluid under pressure is supplied to said safety control pipe at a restricted rate and to said brake pipe and operative upon a reduction in the pressure of fluid in said safety control pipe at a certain rate to another position in which said brake pipe is cut off from the supply of fluid under pressure and vented to atmosphere at an emergency rate of reduction, a sanding pipe, a brake cylinder control pipe, brake controlling valve means operable upon a reduction in brake pipe pressure at an emergency rate to supply fluid under pressure to said sanding pipe to effect sandin of track rails and also to said brake cylinder control pipe for effecting an application of the brakes, a safety control device for venting fluid under pressure from said safety control pipe to effect a reduction therein at said certain rate when operating conditions are adverse to safety, a cut-off valve device comprising a control chamber and valve means having a normal position in which said safety control pipe is connected to said safety control device and operable in response to a predetermined degree of pressure of fluid supplied to said control chamber from said brake cylinder control pipe to another position in which said safety control pipe is cut off from said safety control device, and an application insuring valve device comprising valve means having a normal position in which said brake cylinder control pipe is connected to said control chamber in said cut-off valve device and operable in response to the pressure of fluid in said sanding pipe to a position in which said brake cylinder control pipe is cut off from said control chamber and said control chamber is connected to atmosphere.

3. In a locomotive brake equipment, in combination, a brake pipe, a safety control pipe, an emergency application valve device comprising a piston valve having a normal position in which fluid underpressure is supplied to said safety control pipe at a restricted rate and to said brake 25 pipe and operative upon a reduction in the pressure of fluid in said afety control pipe at a certain rate to another position in which said brake pipe is cut off from the supply of fluid under pressure and vented to atmosphere at an emergency rate of reduction, a sanding control pipe, a brake cylinder control pipe, brake controlling valve means operable upon a reduction in brake pipe pressure at an emergency rate to supply fluid under pressure to said sanding control pipe and to said brake cylinder control pipe for effecting an application of the brakes, a safety control device for venting fluid under pressure from said safety control pipe to effect a reduction therein at said certain rate when operatin conditions are adverse to safety, suppression means operable in response to a predetermined degree of fluid pressure in said brake cylinder control pipe to cut off communication between said safety control device and said safety control pipe,

and application insuring valve means operable in response to pressure of fluid in said sanding control pipe to cut off communication between said brake cylinder control pipe and said suppression means.

4. In a locomotive brake equipment, in combination, a brake pipe, 3, safety control pipe, an application valve device operative upon a reduction in pressure of fluid in said safety control pipe to effect a reduction in pressure of fluid in said brake pipe, a brake cylinder control pipe, a sanding control pipe, brake controlling valve means operative upon a reduction in brake pipe pressure at a service rate to supply fluid under pressure to said brake cylinder control pipe, and operative upon a reduction in brake pipe pressure at an emergency rate to supply fluid under pressure to said sanding control pipe, a safety control device having a normal position in which communication of said safety control pipe to atmosphere is closed and movable to a safety control position in which said safety control pipe is vented to atmosphere, a cut-off valve device having a normal position in which said application valve device is connected to said safety control pipe and movable in response to pressure of fluid in said brake cylinder control pipe to a position in which communication between said safety control pipe and said application valve device is closed and said safety control pipe is open to atmosphere, and an application insuring valve device normally establishing communication between said brake cylinder control pipe and said cut-off valve device and movable in response to pressure of fluid in said sanding control pipe to a position in which said brake cylinder control pipe is cut off from said cut-01f valve device and said cut-on valve device is opened to atmosphere.

5. In a locomotive brake equipment, in combination, a brake pipe, a safety control pipe, an emergency application valve device operative upon a reduction in the pressure of fluid in said safety control pipe to effect a reduction in the pressure of fluid in said brake pipe, a brake cylinder control pipe, a sanding control pipe, brake controlling valve means operative in response to a reduction in the fluid pressure in said brake pipe at an emergency rate to supply fluid under pressure to said brake cylinder control pipe and to said sanding control pipe, a safety control device having a normal non-venting position and movable upon the occurrence of an adverse safety condition to a position in which said safety control pipe is vented to atmosphere, a cut-off valve 7 device having a position in which said safety 6. In a brake equipment, in combination, a

brake pipe, a sanding valve device, .brake con trolling valve means operative upon a reduction in brake pipe pressure at an emergency rate tosupply fluid under pressure for effecting an emergency application of the brakes and also to independently supply fluid under pressure for operating said sanding valve deviceto supply fluid under pressure for effecting sanding of the track wheels, an application valve device operable upon venting of fluid under pressure from a chamber for effecting an emergency application of the brakes, fluid pressure responsive means for venting fluid under pressure from said chamber, and means controlled by speed conditions and operable upon an unfavorable change therein to supply fluid under pressure to said fluid pressure 1 responsive means.

7 In a fluid pressure brake for a locomotive, in combination, a brake pipe, a brake valve device operable manually to a position to effect a reduction in brake pipepressure to effect an application of the brakes, valve means operative to effect an emergency application of the brakes independently of said brake valve device, means controlled by speed of said locomotive and operable upon an adverse change in said speed to effect the operation of said valve means, suppression means for rendering said valve means nonresponsive to a change in locomotive speed, a reservoir charged with fluid under pressure, and means operable with said brake valve device in said position to connect said reservoir to said suppression means for actuating said suppression means.

8. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to discharge fluid under pressure from said brake pipe to effect an application of the brakes, brake application valve means capable of responding to an overspeed condition to effect an application of the brakes, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an overspeed condition, a suppression reservoir, and a brake valve device having a first service position for discharging fluid under pressure from said response to a reduction in brake pipe pressure to effect an application of the brakes, brake application means capable of responding to an overspeed condition to effect a reduction in brake pipe pressure, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an overspeed condition, a suppression reservoir, a brake valve device having a first service position for discharging fluid under pressure from said equalizing reservoir at a controlled rate and for connecting said suppression reservoir and said discharge of fluid under pressure from said brake pipe to said suppression means, and flow restricting means for venting fluid under pressure from said suppression means to atmosphere.

10. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to discharge fluid under pressure from said brake pipe, brake controlling valve means operative in response to a reduction in brake pipe pressure to eiiect an application of the brakes, brake appli cation means capable of responding to an adverse traflic condition to effect a reduction in brake pipe pressure, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an adverse traflic condition, a suppression reservoir, a brake valve device having a first service position for discharging fluid under pressure from said equalizing reservoir at a controlled rate and for connecting said suppression reservoir and said discharge of fluid under pressure from said brake pipe to said suppression means, and flow restricting means for venting fluid under pressure from said suppression means to atmosphere.

11. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to dis charge fluid under pressure from said brake pipe, brake application valve means capable of responding to an overspeed condition to efiect an application of the brakes, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an overspeed condition, and a brake valve device having a position for effectin a reduction in equalizing reservoir pressure and to connect the resulting discharge of fluid under pressure from said discharge valve mechanism to said suppression means.

12. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to discharge fluid under pressure from said brake pipe, brake application valve means capable of responding to an overspeed condition to effect an application of the brakes, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an overspeed condition, a brake valve device having a position for effecting a reduction in equalizing reservoir pressure and to connect the resulting discharge of fluid under pressure from said discharge valve mechanism to said suppression means, and flow restricting means for venting fluid under pressure from said suppression means to atmosphere.

13. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to chest a discharge of fluid under pressure from said brake pipe, brake controlling valve means operative in response to a reduction in brake pipe pressure to fiu 40 effect an application of the brakes, brake application valve means capable of responding to an adverse traffic condition to effect a reduction in brake pipe pressure, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to said adverse traiic condition, and a brake valve device having a position for effecting a reduction in equalizing reservoir pressure and connecting the resulting discharge of fluid under pressure from said brake pipe to said suppression means.

4. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon areduction in equalizing reservoir pressure to efiect adischarge of fluid unde pressure from said brake pipe, brake controlling valve means operative in response to areductionin brake pipe pressure to effect an application of the brakes, brake application valve means capable of responding to an adverse traflic condition to effect a reduction inbrake pipe pressure, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an adverse traffic condition, a brake valve device having a position for effecting a reduction in equalizing reservoir pressure and connecting discharge of fluid under pressure caused thereby from said brake pipe to said suppression means, and flow restricting means for venting fluid under pressure from said suppression means to atmosphere, "thereby timing the duration of the suppression.

15. In a locomotive brake equipment, in com,- bination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to discharge fluid under pressure from said brake pipe, brake application valve means capable of responding to an overspeed condition to effect an application of the brakes, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an overspeed condition, and a brake valve device having a service position for effecting a reduction in equalizing reservoir pressure and to connect fluid under pressure caused to be discharged thereby from said discharge valve mechanism to said suppression means, said brake valve device being movable thereafter to a lap position for hottling the fluid pressure in said equalizin reservoir and to maintain the aforesaid fluid pressure discharge connection.

16. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to discharge fluid under pressure from said brake pipe, brake application valve means capable of responding to an overspeed condition to eflect an application of the brakes, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an overspeed condition, a brake valve device having a service position for effecting a reduction in equalizing reservoir pressure and to connect fluid under pressure caused to be discharged thereby from said discharge valve mechanism to said suppression means, said brake valve device being movable thereafter to a lap position for bottling fluid pressure in said equalizing reservoir and for maintaining the aforesaid fluid pressure discharge connection, and not restricting means for venting fluid under pressure from said suppression means to atmosphere,

17. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to eflect a discharge of fluid under pressure from said brake pipe to a like degree, brake controlling valve means operative upon a reduction in brake pipe pressure to effect an application of brakes, brake application valve means capable of responding to an overspeed condition to efiect a reduction in brake pipe pressure, suppression means operable in response to fluid pressure to render said brake application valve means non-responsive to an overspeed condition, and a brake valve device having a service position for effecting'a reduction of equalizing reservoir pressure and for connecting discharge of fluid under pressure from said brake pipe caused thereby tosaid suppression means, said brake valve device being movable thereafter to a lap position for bottling the fluid pressure in said equalizing reservoir and continuing the aforesaid fluid pressure discharge connection.

18. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to effect a discharge of fluid under pressure from said brake pipe to a like degree, brake controlling valve means operative upon a reduction in brake pipe pressure to effect an application of the brakes, brake application valve means capable of responding to an overspeed condition to eflect a reduction in brake pipe pressure, suppression means operative in response to fluid pressure to render 1 said brake application valve means non-responsive to said overspeed condition, a brake valve device having a service position for efiecting a reduction in equalizing reservoir pressure and for connecting discharge of fluid under pressure from said brake pipe caused thereby to said suppression means, said brake valve device being movable thereafter to a lap position for bottling the fluid pressure in said equalizing reservoir and continuing the aforesaid fluid pressure discharge connection, and flow restricting means for venting fluid under pressure acting on said suppression means to atmosphere.

19. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to eflect a discharge of fluid under pressure from said brake pipe, brake application valve means capable of responding to an overspeed conditionto efiect an application of the brakes, suppression means operative in response to fluid pressure to render said brake application valve means nonresponsive to an overspeed condition, and a brake valve device having a first service position for discharging fluid under pressure from said equalizing reservoir at a controlled rate and for connecting the resulting discharge of fluid under pressure from said brake pipe together with said suppression reservoir to said suppression means and movable therefrom to another service position to eifect a further reduction in equalizing reservoir pressure at a certain faster rate-than said controlled rate and to connect only said discharge of fluid under pressure from said brake pipe to said suppression means.

20. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to effect a discharge of fluid under pressure from said brake pipe, brake controlling valve means operative upon a reduction in brake pipe pressure to effect an application of the brakes, brake application valve means capable of responding to an overspeed condition to 'efiect a reduction in brake pipe pressure, suppression means operative in response to fluid pressure to render said brake apsure from said brake pipe to said suppression means, and flow restricting means for venting fluid under pressure from said suppression means to atmosphere.

21. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, brake controlling valve means operative upon a reduction in brake pipe pressure to effect an application of the brakes, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to discharge fluid under pressure from said brake pipe, brake application valve means capable of responding to an overspeed condition to effect a reduction in brake pipe pressure, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an overspeed condition, a suppression reservoir, and a brake valve device having a first service position for discharging fluid under pressure from said equalizing reservoir at a controlled rate and connecting said suppression reservoir and the resulting discharge of fluid under pressure from said brake pipeto said suppression means, said brake valve device being movable to another service position to effect a further reduction in equalizing'reservoir pressure at a certain faster rate than said controlled rate and to connect only fluid under pressure discharged from said discharge valve mechanism to said suppression means, and said brake valve device being also movable to a lap position for bottling fluid under pressure in said equalizing reservoir and connecting continued discharge of fluid under pressure from said discharge valve mechanism to said suppression means.

22. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to discharge fluid under pressure from said brake pipe, brakeapplication valve means capable of responding to an overspeed condition to effect an application of the brakes, suppression means operative in response to fluid under pressure to render said brake application valve means nonresponsive to an overspeed condition, a suppression reservoir, a brake valve device having a first service position for discharging fluid under pressure from said equalizing reservoir at a controlled rate and connecting said suppression reservoir and the resulting discharge of fluid under pressure from said brake pipe to said suppression means, said brake valve device being movable to another service position to effect a further reduction in equalizing reservoir pressure at a certain faster rate than said controlled rate and to connect only fluid under pressure discharged from said discharge valve mechanism to said suppression means, and said brake valve device being also movable to a lap position for bottling fluid under pressure in said equalizing reservoir and connecting the continued discharge of fluid under pres sure from said discharge valve mechanism to said suppression means, and flow restricting means for venting the fluid under pressure supplied to said suppression means to atmosphere.

23. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism'operative upon a reduction in equalizing reservoir pressure to discharge fluid under pressure from said brake pipe, brake controlling valve means operative in re sponse to a reduction in brake pipe pressure to supply fluid under pressure to a brake cylinder control pipe for efiecting an application of the brakes, brake application valve means capable of responding to an o-verspee-d condition to effect a reduction in brake pipe pressure, a first suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an overspeed condition, a brake valve device having a service position for effecting a reduction in equalizing reservoir pressure and to connect fluid under pressure consequently discharged from said discharge valve mechanism to said first suppression means, means for venting the fluid under pressure thus supplied to said suppression mean at a slow rate relative to said supply rate, and a second suppression means operative in response to pressure of fluid in said brake cylinder control pipe above a chosen degree to continue the non-responsiveness of said brake application valve means to an overspeed condition.

24. In a locomotive brake equipment, in combination, a brake pipe, an equalizing reservoir, a discharge valve mechanism operative upon a reduction in equalizing reservoir pressure to efiect a discharge of fluid under pressure from said brake pipe, brake application valve means capable of responding to an overspeed condition to effect an application of the brakes, suppression means operative in response to fluid pressure to render said brake application valve means non-responsive to an overspeed condition, a suppression reservoir, and a brake valve device having a first service position for discharging fluid under pressure from said equalizing reservoir at a controlled rate and for connecting said suppression reservoir to said suppression means and movable therefrom to another service position to effect further reduction in equalizing reservoir pressure at a certain faster rate than said controlled rate and to connect only the fluid under pressure discharged from said discharge valve mechanism to said suppression means.

25. In the locomotive fluid pressure brake equipment, in combination, a handle movable in both a vertical plane and a horizontal plane, valve means controlled by movement of said handle in said vertical plane for controlling a communication through which fluid under pressure is supplied and released in controlling external brake control means and self-lapping valve means controllable by movement of said handle in a portion of said horizontal plane for controlling another communication through which said self-lapping valve device is effective in controlling the degree of application of the brakes, and external selector valve means for controlling said communications, said selector valve means having one position in which said communications are established and movable to another position in which said communications are cut OE and the effectiveness of both of said valve means is nullified.

26. In a locomotive fluid pressure brake equipment, in combination, a brake pipe, a brake controlling valve means operative upon a reduction in brake pipe pressure at a service rate to effect an application of the brakes at a service rate and operative upon a reduction in brake pipe pressure at an emergency rate to eiiect an emergency application of the brakes at an emergency rate, said brake controlling valve means comprising delay valve means normally permitting a straight away emergency rate of application of the brakes, and operable in responseto fluid pressure to delay the emergency rate of emergency application for a chosen period of time, selector valve means having one position in which said delay valve means is supplied with fluid under pressure and operable to another position in which said delay valve means is vented to the atmosphere, and an independent brake valve device having a position in which said delay valve means is vented to atmosphere regardless of the position of said selector valve means.

27. In a locomotive fluid pressure brake equipment, in combination, a brake pipe, a brake controlling valve means operative upon a reduction in brake pipe pressure at a service rate to eflect an application of the brakes at a service rate and operative upon a reduction in brake pipe pressure at an emergency rate to effect an emergency application of the brakes at an emergency rate, said brake controlling valve means comprising delay valve means normally permitting a straight away emergency rate of application of the brakes, and operable in response to fluid pressure to delay the emergency rate of emergency application for a chosen period of time, and selector valve means having one position in which said delay valve means is supplied with fluid under pressure and operable to another position in which said delay valve means is vented to the atmosphere.

28. In a locomotive fluid pressure brake equipment, in combination, a brake pipe, brake cylinder means operative by fluid pressure to effect an application of the brakes, brake controlling valve means operative upon either a service or emergency rate of reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder means at a corresponding rate, said brake controlling valve means comprising delay means operative by fluid under pressure to restrict the flow of fluid under pressure to said brake cylinder means, selector valve means having one position in which said delay means is supplied with fluid under pressure and operable to another position in which said delay means is vented to atmosphere, and an independent brake valve device having a position in which said delay means is vented to atmosphere independently of said selector valve means.

29. In a locomotive fluid pressure brake equipment, in combination, a brake pipe, a brake controlling valve means operative in response to a reduction in pressure of fluid in said brake pipe to supply fluid under pressure to effect an application of the brakes, brake application valve means operative in response to a reduction in the pressure of fluid in a chamber to eflect a reduction in brake pipe pressure, protection valve means operative in response to an adverse opcrating condition to effect a reduction in pressure of fluid in said chamber, temporary suppression means serially connected with said protection valve means operative in response to fluid pressure to out 01f communication of said chamber with said protection valve means, permanent suppression means serially connected with said temporary suppression means and said protection valve means and operative in response to pressure of fluid supplied by said brake controlling valve means to cut off communication of said temporary suppression means and said protection valve means with said chamber, and valve means having a position in which it is operative to efiect a reduction in brake pipe pressure and to supply fluid under pressure to said temporary suppression means.

30. In a locomotive fluid pressure brake equipment, in combination, a brake pipe, a brake controlling valve means operative in response to a reduction in the pressure of fluid in said brake pipe to supply fluid under pressure to effect an application of the brakes, brake application valve means operative in response to a reduction in pressure of fluid in a chamber to effect a reduction in brake pipe pressure, protection valve means operative in response to an adverse traffic condition to efiect a reduction in pressure of fluid in said chamber, one suppression means operative in response to fluid pressure supplied by said brake controlling valve means to render said protection valve means temporarily nonresponsive to said adverse traflic condition, another suppression means interposed between said one suppression means and said chamber and operative in response to pressure of fluid supplied by said brake controlling means to render said protection valve means permanently nonresponsive to an adverse trafilc condition, and a brake valve device having a position in which it is operative to effect a reduction in brake pipe pressure and to supply fluid under pressure to said temporary suppression means.

31. In a locomotive fluid pressure brake equipment, in combination, a brake pipe, a brake cylinder control pipe, a sanding control pipe, a brake controlling valve means operative in response to a service rate of reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder control pipe only and operative in response to an emergency rate of reduction in brake pipe pressure to supply fluid under pressure to both said brake cylinder control pipe and. said sanding control pipe, brake application valve means operative in response to a reduction in pressure of fluid in a chamber to effect an emergency rate of reduction in brake pipe pressure, protection valve means operative in response to an adverse operating condition to effect a reduction in pressure of fluid in said chamber, suppression means operative in response to a predetermined degree of fluid pressure supplied to said brake cylinder control pipe by said controlling valve means to render said protection valve means non-responsive to said adverse operating condition, and application insuring valve means interposed between said brake controlling valve means and said suppression means operative in response to lesser degree of fluid pressure than said predetermined degree to cut oil communication between said brake controlling valve means and said suppression means.

32. In a locomotive fluid pressure brake equipment, in combination, a brake pipe, a brake cylinder pipe, a sanding pipe, a brake controlling valve means having one communication with said brake cylinderpipe and another communication with said sanding pipe, said means being operative in response to a service rate of reduction in brake pipe pressure to supply fluid under pressure to said one communication and operative in response to an emergency rate of reduction in brake pipe pressure to supply fluid under pressure to both communications, brake application valve means operative in response to a reduction in the pressure of fluid in a chamber to effect an emergency rate of reduction in brake pipe pressure, protection valve means operative in response to an adverse operating condition to effeet a reduction in the pressure of fluid in said chamber, suppression means operative in response to a predetermined degree of fluid pressure in said one communication to render said protection valve means non-responsive to said adverse operating condition, and application insuring valve means interposed in said one communication operative in response to fluid pressure of lesser degree than said predetermined degree to cut off said one communication.

' GLENN T. McCL'U'RE.

ERIK G. ERSON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,112,421 Masterman Mar. 29, 1938 2,256,404 McNeal Sept. 16, 1941 

